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Inquiry Into Impact of the Westconnex Project

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Inquiry Into Impact of the Westconnex Project Submission No 123 INQUIRY INTO IMPACT OF THE WESTCONNEX PROJECT Name: Mr Lloyd Downey Date Received: 27 August 2018 Submission to Parliamentary Enquiry about the WestConnex Project…….including the Cross Harbour Tunnel 1. Who is making the submission I am a private citizen and resident of Rozelle. I live in close proximity to the Rozelle Goods Yards and will be impacted significantly by the construction of the WestConnex stage 3 and the Western Harbour tunnel projects. In fact, I have already been affected even though the project is not yet formally underway. 2. General I really welcome this enquiry into a project that has been shrouded in secrecy and has seen far too many parties who have been involved in the decision making process and then re-emerge as employees or advisors or shareholders with private operators who stand to gain financially from the projects. There has been a deliberate lack of transparency in the processes and some pretty bad behavior …especially in regard to property acquisition. I will follow the order of the terms of reference with my subsequent comments and suggestions. 3. Re para (a) of the terms of reference concerning cost benefit ratio of the projects. It is reasonable to expect that the business case for a massive expenditure of more than $20 billion should have been thorough, transparent and show equally massive net benefits. At a minimum a business case should have covered the elements outlined in the table below. Basic elements of a business plan and how WestConnex sits re Rozelle Element Sub elements Mentioned in Issues arising business plan? 1. Defining the Traffic congestion in Yes Radial freeways bringing increased issues Western Sydney traffic to CBD will always increase requiring congestion. action Moving goods to and from Yes The Port Botany extension has been an Port Botany afterthought. Improving access for Yes The Airport extension has been an after- vehicles to Sydney airport thought. 2. Direct cost Homes and business Yes Acquisition process has been mean to community acquisition; Noise, dust, (rather than generous), insensitive, and construction traffic, ham fisted. congestion during Other elements handled better. construction, heritage issues, Pollution from 4 Partly The claim that there will be negligible unfiltered ventilator impact from 4 unfiltered stacks venting shafts 15km of tunnels into Rozelle has not really been demonstrated or proven. 3. Indirect Loss of community No This is a real community cost which has costs to not been factored into cost-benefit. community Increased travel times for No Rozelle residents face up to probably 1 local people more than 10 years of construction with disruption to roads and community. This has not been factored into the cost- benefit. Pollution and health No Increased deaths and cost of respiratory issues problems have not been included in cost-benefit. Potentially 12 years of No The impact on the community of construction “construction-fatigue” with continuous noise, dust, disruption have not been costed. More congestion in our No The fact that the Rozelle Community will area with WestConnex have more congested connecting roads completed than without after WestConnex than without it……has WestConnex. not been included in the cost benefit analysis. 4. Direct Connectivity to other Yes This should be a benefit but it comes at benefits to the parts of Sydney the cost of increased congestion on all community the main exit roads out of Rozelle. Plus massive increases of traffic flowing through/under Rozelle and venting all their exhaust in Rozelle. 5. Indirect Increased parkland Yes Though it remains to be demonstrated benefits to the that the parkland can actually be used community with 3 large ventilator shafts exhausting carcinogens and respiratory causing particles within the park. Less through traffic on Yes This should be a benefit, though actual Victoria Road traffic flows, induced because of tolls, may be different to what is predicted. Potential for bike lanes Yes This should be a real benefit. 6. Opportunity What other public projects No The fact that $20 billion could have been cost of could have been funded invested in other projects such as: rail, WestConnex with $20 billion education, hospitals, research, power supplies, communications was not considered. The cost benefit from some of these might have been greater than WestConnex. (And, in the case of rail, might have solved the congestion issues in the long term) 7. Alternatives Massive increase in rail No The consideration of rail as an to WestConnex linkages alternative was apparently deliberately excluded under instruction from the Minister’s office. This would seem to be irresponsible at best…and certainly not in the best interests of the travelling public. The WestConnex Updated Strategic Business Case (Sydney Motorway Corporation 2015) appraised the economic benefits of WestConnex by considering the following parameters: • Direct costs to the community • Direct benefits to the community • Indirect benefits to the community However, there are some glaringly obvious omissions from this list as shown in the table above and that is that: • Indirect costs to the community. 2 • The opportunity cost of WestConnex • And Alternatives to WestConnex were not taken into account. It was simply assumed that building more freeways would reduce congestion. Whereas international experience (such as in Los Angeles) plus the David Kirby enquiry published in 1081 (The Kyeemagh-Chullora Road Inquiry), concluded that radial freeways into the CBD inevitably led to increased congestion on the roads. The business case for WestConnex was completed, more or less after the decision to proceed had been taken and only then was it appreciated that it would cause unacceptable levels of congestion at Anzac bridge, Sydney airport and Port Botany. So further freeway/tunnels are being built to try and reduce the congestion actually generated by WestConnex. (The Western Harbour tunnel, The Iron Cove tunnel, The Northern Beaches tunnel, the southern extension of the M5 to Port Botany and Sydney Airport. 4. Re: Para (b) of the terms of reference: the cost of WestConnex project, including the size and reasons for overruns The main issue that I have with the cost of the WestConnex project is that it is huge by (Around $20 billion and likely to increase to much more than this), and the opportunity cost of this huge investment was not taken into consideration. Investment of this amount of money into a more intensive, networked, public rail might have given much better public outcomes. 5. Re Para (c) of the terms of reference: consideration of the governance and structure of the WestConnex project including the relationship between Sydney Motorway Corporation, Roads and Maritime Services, the Treasury and its shareholding Ministers Governance of the WestConnex project has really been an exercise in obfuscation. Creating entities which are supposedly at arms length from the Minister to shield the project from rigid scrutiny and put it beyond the reach of freedom of information requests is really a dereliction of duty by the government. It’s a mean and tricky approach to government and the opposite of transparency which should be the hallmark of good governance. In addition, the current arrangements don’t seem to be working very well anyway. As has been obvious with the eastern light rail project, the local utilities such as water, electricity, gas, telecommunications, can be a cause of great delay and disruption to a project and WestConnex is beholden to these same Utilities in completing it’s work. In addition, whilst it makes eminent sense to utilise White Bay for the removal of spoil and for a staging ground for heavy vehicles, WestConnex had no jurisdiction to do this….at least initially. The cross-portfolio issues do not seem to be managed well. 3 So it seems to me that there would be a lot of sense in having some over-riding authority (maybe in the Premier’s Department) that could actually cut-through these sort of jurisdictional disputes and squabbling and ensure that sensible decisions are taken rapidly and acted on. And there should be some obligations on utilities to respond to needs in a timely way. 6. Re Para (d) of the terms of reference: the compulsory acquisition of property for the project The compensation process is basically unfair. Initially, it seemed that my own home was in the firing line to be resumed so I have an intense interest in the acquisition process. Prices of houses that appeared to be affected dropped by approximately 15% simply through the announcement of the proposed interchange. The subsequent valuation was made on these reduced values. Residents who have homes resumed, not only lose their home but their neighbours, their local support networks and basically, their community. Their children probably have to change schools, there is psychological trauma and stress as well as financial stress. In addition there is the time and cost involved in packing and unpacking, the time spent looking for alternative accommodation, alternative schools, re-building networks etc.. These are real, indirect-costs to the community and borne by individuals, that were never taken into account in the business case. When I looked at what I might get by way of official compensation it was insufficient for me to be able to buy back into Rozelle. Being paid market value (in a depreciated market) does not compensate for this loss nor the inability to buy elsewhere in Rozelle. Residents were unable to buy elsewhere in Rozelle not only because of the devalued price paid for acquisition of their own home but, because of increased competition for housing and prices elsewhere in the suburb where prices continued to rise unimpacted by WestConnex. The $15,000 (maximum) solatium payment was patently inadequate. My son, would be uprooted from his friends and school and be forced to re-start somewhere else.
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